Axle construction



Jan. 16, 1940. v D D ORMSBY 2,187,614

AXLE CONSTRUCTION Filed March 22, 1937 4 Sheets-Sheet 1 Jail. 16, 1940.

D. D. ORMSBY AXLE CONSTRUCTION Filed March 22. 1937 Jan. 16, 1940. D, Q ORMSBY 2,187,614

AXLE CONSTRUCTION Filed March 22, 1957 4 Sheets-Sheet .'5

l J f7.3. 54 (QQ Jan; 16, 1940. D. D. oRMsBY 2,187,614

AXLE CONSTRUCTION Filed March 22, 1937 4 Sheets-Sheet 4 Patented Jan. 16, 1940 PATENT OFFICE 2,187,614 s AXLE CONSTRUCTION Donald D. Ormsby, Niles, Mich., assignor to Clark Equipment Company, Buchanan, Mich., a corporation of Michigan Application March 22,

18 Claims.

This invention relates to driving means, and `more particularly is directed to driving means for transmitting torque from a power shaft to a driven gear member in such manner that the unit tooth pressure on the driven member is materially reduced, which` allows the use of smaller gears for torque loads of the same amount as heretofore employed, or allows for an increase in torque loads of present driving assemblies without a corresponding increase in gear size.

While the invention is especially adapted for driving axle assemblies of motor vehicles such as trucks, buses and the like, and has been illustrated in connection therewith, I do not intend to be limited to this particular application since the invention is equally well adapted for other constructions Where,problems of gear size, torque loads, andfrunit tooth pressures are encountered. 1 Broadly stated, the present invention contem- 20 plates a driving arrangement wherein a ring gear is driven from a `power shaft extending normally to the axis thereof through parallel intermediate shafts, having independent engagement with the ring gear land clutched simultaneously to the power shaft for conjoint rotation in the same direction. In a specific embodiment of this general concept, a ring gear vof the hypoid or skew type is driven from a plurality of hypoid or skew pinions carried on independent parallelly extend- 30 ing shafts whichin turn parallel the main shaft on one side thereof.- Suitable clutch means is provided for simultaneously coupling the power shaft to the intermediate shafts to produce conjoint rotation of the intermediate `shafthin the same direction.

By the use ofthe present arrangement, I am able to reduce the tooth pressure onthe ring gear to an extent hitherto unattainable in structures of this type, since the ring gear is driven from two pinions and consequently, the torque load is divided, thereby placing this load on two or more sets of teeth of the ring gear instead of a single set of teeth. As a result, theunit tooth pressure is substantially one-half of that formerly attain- ,45 able where two driving pinions are employed,

thereby providing for transmission of substantially twice the normal 4torque 'load to the ring gear. Considered in another manner for a given torque load, the size of thevring gear can be substantially reduced. This is of distinct advantage in structure such as drive axle assemblies and the like, where the diameter of the ring gear on the differential case must be kept within predeterminedlimits dueto the size of axle housing and the requirements for road clearance, as well as resulting in economy of constructiondue to reduction in the size of the constituent parts.

One of th-e primary objects of the present invention is to provide in combination with a drivel 60 shaft and` a ring gear, apair of parallellydis- 1937, seria1N0.`132,2s4

posed intermediate shafts with pinion means thereon having meshing engagement with the ring gear, the intermediate shafts being conjointly coupled to the driving shaft for transmitting and dividing driving torque to the ring gear.

Another Object of the present invention is to provide a driving assembly of this type in which the intermediate shafts may be made adjustable in order to produce equal division of torque, and thereby prevent any overload on one of the intermediate shafts. This is accomplished by providing for adjustment of these shafts in order to move the shafts relative to the ring gear so that no unequal backlash is present in the driving connection.

Another Object of the present invention is the provision ofa simplified arrangement for selectively varying the speed ratio between the power shaft and thedriven gear through suitable `clutch means carried by the power shaft.

A still further advantage of the present invention resides in means providing for automatic floating of the intermediate shafts with respect tO the ring gear in such manner that the shafts will find an intermediate position wherein both shafts are transmitting substantially equal driving torque to the driven gear.

A still further feature of the invention resides in the provision of a structure which is compact in arrangement and which is so designed as to reduce overhang of the driving means with respect to the driven assembly, while still retaining all the desired features of selectivity of speed ratio and balancing of the thrusts on the gear members.

p Other objects and advantages of the present invention will appear more fully from the following detailed description which, taken in conjunction with the accompanying drawings, will disclose to those skilled in the art the particular construction and operation of preferred forms of the present invention.

In the drawings:

Figure 1 is an end elevational View of an assembly embodying the present invention;

Figure 2- is a sectional view through the structure shown in Figure 1 taken substantially on the line 2 2 of Figure 1;

Figure 3 is a view, partially in section, taken substantially on the 'line 3--3 of Figure l;

Figure 4 is a partialsectional view of a modified form of the invention; and

Figure 5 is a somewhat diagrammatic view of driving means embodying the principles of the present invention.

Referring now in detail to the drawings, in which I have illustrated the invention as applied to a conventional rear axle assembly for a motor vehicle or the like, the Arear axle housingis indiring gear I3, this ring gear being preferably a.

hypoid or skew beveled gear secured to the flange I2 by means of a series of bolts I4.

A suitable differential carrier is indicated at I6 and has a flange portion I1 which may be suitably secured to one face of the banjo frame of the housing 5 in any suitable or desired manner. The opposite portion of the banjo opening is closed by a back closure plate I8 which may be bolted or Welded to the ring members 1 as desired.

The carrier I6 is provided with a suitable boss portion I9 through which is threaded an adjusting stud `2l) carrying a back-up or supporting shoe 22 at its inner end for supporting the ring Vface of the ring gear I3 against distortion under heavy torque loads. The stud is adjustable within the carrier I6 and is locked in place by a lock nut member 23 threaded thereover and engaging the outer face of the boss I9. The shoe 22 is loose on therstud Zul and is formed of suitable wear-resisting material in order to accommodate any wear between the face of the gear I3 and the shoe when the gear is distorted out of position under heavy torque loads.

The extending end of the carrier I6 is provided with the pilot shoulder 25 in which is piloted the end flange 26 of a suitable housing 21 carrying the driving means of the present invention. The housing 21 carries radially within the flange p0rtion 26 a suitable journal flange 28 adapted to form journals for the intermediate shafts 29 Each of the shafts 29 and 30 is suitably mounted in the journal flange 28 by means of double tapered bearings, indicated generally at 32, which are held in position against shoulders 33 formed at the inner portion of the journal 28, and which are retained against outward movement by the bearing retaining plate 34 bolted to the end face of the housing 21 by the studs 35.

Each of the shafts 29 and 30 is provided at its forward end with a hypoid or skew pinion portion 36 and 31, respectively, adapted tohave meshing engagement with the teeth of the ring I3. The

inner bearing races are held against movement in one direction by engagement with the radial faces of the pinions 36 and 31, and at their opposite end are engaged against the faces of gears 38 and 39, respectively, which are mounted upon the splines 40 of the shafts 29 and 30.

It will be noted that the intermediate shafts 29 and 30 are disposed in the same vertical plane and extend parallel to each other in a. direction normal to the axis of the gear I3. It will also be noted that the gears 38 and 39 at the forward ends of these shafts are not in meshing engagement, but are spaced apart slightly, as indicated at 42. The rear end of each of the shafts 29 and 30 is provided with a second gear member indicated in Figure 2 at 43, also splined to the shaft and spaced from the gear members 38 and 39 by cylindrical sleeve spacing members 44 extending along the intermediate portion of the shaft.

The rear ends of the shafts 29 and 30 are journaled in suitable roller bearings carried by the rear portion of the housing 21, the shafts ,being held against displacement by means of the end nut 46 threaded on to the rear ends thereof for clamping the inner bearing race between the rings 41 and 48. A suitable bearing cap 49 is secured, by means of bolts 5I over the end of the housing 21 to enclose the ends of the shafts 29 and 30. The gears 43 on the shafts 29 and 30 are disposed out of meshing engagement, and are reduced in diameter with respect to the gears 38 and 39 to provide a different driving ratio to the driven gear I3.

Extending axially into the housing 21 and spaced laterally of the planel of the shafts 29 and 30, is the power or driving shaft 50 which, at its forward end, is carried in suitable roller bearings 52 mounted in the journal 28 of the housing 21, and at its rearward end is journaled in the ball bearing assembly 53 carried in the rear flange of the housing 21. coupling yoke 54 is secured in splined engagement with the splined end 55 of the power shaft which projects outwardly through the bearing cap 49, and a suitable oil sealing means 56 is disposed A suitable universal in an outwardly opening recess of the bearing cap about the annular surface of the hub of the yoke 54. vThe power shaft is thereby connected Ithrough the member 54 to any suitable driving shaft such as the propeller shaft of a motor kvehicle or the crankshaft of an engine or the like.

The shaft 50 is provided in its central portion with a splined section 60 carrying a clutch collar 62 thereon, which is axially movable upon the splines by shifting movement of the clutch yoke 63 carried by the shifter rod 64. The clutch collar 62 is provided with two clutch sections 65 and 66, respectively, the clutch section 65 being adapted to mesh with internal clutch teeth 61 carried by the gear member 68 loosely mounted with respect to the shaft 60 by roller bearings 69 on the bearing sleeve 1U; The clutch section 66 is adapted to engage with internal clutch teeth 12 carried by the gear member 13 supported by suitable needle bearings 14 yupon a cylindrical portion of the shaft 5U. Each of the gears 68 and 13 is prevented from axial movement by suitable stop ringsfsecuredl to the shaft.r The gear 66 is adapted to have simultaneous meshing engagement with the gears 43 at the rear ends of the intermediate shafts 29 and 30 and the gear 13 is adapted to have simultaneous meshing engagefr shafts will rotate in the same direction to drive the ring gear I3 for rotating the differential case. Since the gears 43 are of equal diameters and have an equal number of teeth, it will be apparent that the two pinions 36 and 31 are driven at the same speed and impart substantially equal driving force to thev ring gear I3 through two sets of teeth, thus reducing the unit tooth pressure to substantially half of that formerly present ina construction of the type in which only a single pinion was engaged with the ring gear.

Each of the shafts 29 and 30 is provided with a plurality of shims and 16 on opposite sides of the gears 38 and 38 and Aheld against the lateral faces of the gears by the spacer sleeves 44 and by the inner races of the bearing assemblies 32. It should be Apointed out that the gears 38, 39=and 43 are all helical gears, and consequently, axial movement of any one of these gears with respect tothe corresponding driving gear 68 or 13 on the power shaft will result in advancing or retarding the circumferential driving engagement. In other words, due to the inclination of the teeth on these gears, if one gear of either pair of interengaging gears is moved axially relative to its associated gear, the tooth surface advances circumferentially and therefore produces a corresponding rotational advance of the shaft thus advancing theassociated pinion into pressure engagement with the teeth of the ring gear. The direction of axial movement will determine the increase or decrease of pinion tooth pressure so that the same pressure can be executed at both pinions. Thus, by shifting the shims 15 and 16, after the assembly has been initially mounted in position for test, the gears 38 and 39 can be selectively shifted axially for final assembly in order to take up any possible inaccuracies of manufacture, the axial shifting of these gears resulting in a circumferential movement at the periphery of the gears with respect to the driving gear 13 in order that the backlash be equally distributed between the two pinions 36 and 31 so that these pinions will be balanced and will transmit equal driving effort to the ring gear I3. Similarly, shims 15 and I6 provide a corresponding adjustment of the gears 43 relative to the gear 68.

In the assembly of the construction, the pinions 36 and 31 are lapped into the gear I3.to provide a relatively close meshing engagement therebetween, and to eliminate as far as possible any manufacturing inaccuracies. The gears 38, 39, 43, 68 and 13 are machined within the relatively narrow manufacturing tolerances, and any inaccuracies which would tend to produce an unequal driving force between the pinions and the ring gear can be accommodated by the axial shifting of either of the gears 38y or 39, as the occasion may require. v This shifting is accommodated by the movement of the shims 15 and 'I6 to produce the required axial movement of the gears necessary to take up the unequal backlash to produce the proper distribution of driving torque to the ring gear. The gears 43 are similarly positioned by the shims 15 and 16.

The shifter mechanism is housed within a suitable extension 18 of the housing 21, carrying boss portions 19 and 80 providing for axial movement of the shifter rod 64, and` also carrying a removable cover plate or hand hole opening 82 on the face thereof. Suitable spring pressed detent means 83 is provided for holding the shifter rod in selective shifting position `in accordance with the usual practice in the transmission art.

In the construction shown, the housing extension 18 is projected angularly of the housing 21, with the hand hole opening inclined for easy access through the floor boards or the like.

Referring now in more detail to Figures l and 2, an optional adjusting arrangement for insuring equal transmission of torque through both pinions, employed in conjunction withv the adjusting shims 15, 15', 16 and 16 or independently thereof, is disclosed.

It will be'noted that' the housing 21, which has the flange 26 thereof secured to the end of the differential carrier by means of a series of circumferentially spaced bolts 85, isprovided at diametrically opposed points with tapered openings 86 in the flange thereof. The openings through which the bolts 85 extend are preferably elongated slightly in an arcuate direction, allowing a limited angular displacement of the housing 21 relative to the carrier I6. As a result, the pinions 36 and 31 are moved toward and away from the plane of gear I3, movement of housing 21 in a countenclockwise direction as viewed in Figure 1 resulting in movement of pinion 36 toward gear I3 and movement of pinion 31 away from gear I3. Clockwise movement of the housing produces opposite movement of the pinions relative to the ring gear.

Thus it will be apparent that the housing 21 can be initially mounted in position, and then ro-r tated until the two pinions 36 and 31 are in proper relation to the ring gear. The bolts 85 are then tightened in position, and the end face of the shoulder 25 of the carrier is reamed infalinement with the tapered. yopenings 86. This forms the tapered recesses 81 in the carrier, and suitable tapered pins 88 are then driven through the holes 86 and into recesses 81 to secure the housing. 2f! in fixed adjusted position ony the carrier. This maintains the housing 21, and consequently the shafts 29 and 3l) in position so that equal transmission of torque is effected by the pinions 36 and 31, eliminating the possibility of overload on one of the intermediate shafts.-

Referring now in detail to the construction shown in Figure fl, I have provided a differential assembly, indicated generally at H88, which `is mounted in a suitable axle housing iti! and is provided with the oppositely extending axle shafts H13` extending through the housing arms. The differential assembly iG is provided with the ring gear i041 corresponding to the ring gear i3 of Figures 1 to 3, and is supported within a clifferential carrier, indicated generally at., m5, the carrier being provided with bearing journal portions |06 holding the differential in fixed position within the banjo opening of the axle housing.

The carrier |05 in the form of the invention shown in Figure 4, is slightly elongated to pro,- vide two internal shoulder portions |03 and ft, respectively, which are adapted to form annular pilot shoulders for the housing IIE! positioned therein. The housing III) is adapted to have rotational movement with respect to the shoulders |08 and H19 and is provided at its outer end with a radial flange portion H2 engaging in the shoulder I|3 of the carrier It to prevent axial movement of the housing l I8 with respect to the carrier. A suitable cap plate member I I3 closes the end of the carrier |85 and the end of the driving assembly housing H8, and is securely bolted to the end face of the carrier I 85 by means of a plurality of cap bolts H4. The plate H3 is provided with a bearing retaining shoulder portion II5 carrying a suitable oil seal ring HG and forming a retaining shoulderior the cylindrical end flange portion II'I of the bearing retaining plate IIB secured by the studs i IS to the end face of the housing III). Thus, the housing is free to rotate with respect to the end cap I I3, and is trunnioned for rotation within the annular sur faces formed by the shoulders |138 and HB9.

A suitable power shaft I 2l) connected to any suitable power mechanism suchas an engine or the like,v through the universal coupling yoke member |22 engaging the end splines of the shaft, extends into the housing I I0 and is suitably supported therein at its rear end by bearings |23. The forward end of the shaft |20 is supported within the forward portion of the housing I I0 by means of roller bearings corresponding to the bearings 52 of Figure 2. Suitable oil retaining means |24 is provided between the bearing retaining plate II8 and the hubof the universal coupling member I 22.

A pair of intermediate shafts |25 are mounted in vertically spaced parallel alignment in the housing IIO in a manner corresponding to the manner in which the shafts 29 and 30 of Figure 2 are mounted in the carrier member 21. Thus, the shaft |25, visible in Figure 4, is supported at its rear end by roller bearings |26 carried by the journal web |21 at the outer end of the housing IIO. The forward ends of the shafts |25 `are similarly supported upon tapered roller bearings corresponding to the bearings 32 of Figures 2 and 3. Adjacent the bearing support for the forward ends of the shafts |25, and projecting forwardly of the housing I|0 are the drive pinions |28 carried at the end of each of the shafts |25 and having driving engagement with the ring gear A suitable bearing retaining plate |28 is bolted to the front end face of the housing IIO and corresponds to the retaining plate 34 of Figure 2.

Each of the shafts |25 is provided adjacent its rear bearing support with gear members |30 mounted upon the splines |32 of these shafts, the gear members |30 being free of engagement of each other, but both being simultaneously engaged by the gear member |33 freely supported by the roller bearings |34 upon a bearing sleeve |35 extending over the splined portion |36 of the power shaft |20. The gear |33 corresponds in construction to the gear member 68 of Figure 2,

and is adapted to be clutched to the shaft |20 in a similar manner by a clutch collar corresponding to the clutch collar 62 and operated through a shifter rod I31carried by the end plate I I3 in a suitable boss |38 and extending through an enlarged opening |39 in the journal flange |21 of the housing I I0. The shifter rod |31 is axially shiftable to clutch either the gear |33 to the shaft |20 or to clutch a gear corresponding to the gear 13 to the shaft |20 when a low speed drive is desired from the power shaft to the intermediate shafts |25.

'I'he remaining construction and mounting of the shafts within the housing IIO is similar to that described in connection with Figure 2, the shafts |25 each being provided with gears corresponding to the gears 38 and 39 of Figure -2 spaced from the gears 130 by spacer sleeves such as indicated at 44 in Figure 2.

The rotatable mounting of the housing IIO Within the carrier |05 is of distinct advantage in providing for automatic adjustment of the driving engagement between the pinions |28 and the ring gear |04, whereby if one pinion is carrying more than half of the load, the housing IIO will rotate a sufficient distance within the carrier |05 to bring the other pinion |28 into equal driving engagement with the ring gear |04. This rotation in nowise affects the transmission of power from the shaft |20 to the intermediate shafts |25 since both the shaft |20 and the intermediate shafts are supported solely by the intermediate housing I I0 and rotate conjointly therewith, independently of the fixed bearing cap I I3. This construction therefore automatically compensates for any possible manufacturing tolerances in the gear train connections between the shafts |20 and |25, and insures that the torque will be equally divided at all times between the two pinions |28 meshing with the ring gear |04. This arrangement therefore accomplishes the same purpose as the adjustment of the shims 15, 15, 16 and 16' in the construction shown in Figure 2, but is of distinct advantage in insuring that the adjustment will be maintained during operation, which is not possible vin the construction shown in Figure 2.

In Figure 5 I have shown, more or less diagrammatically, the present drive arrangement in its broader aspects, since the invention is equally applicable to driving connections other than in connection with rear axles and differential mechanisms. y

In this figure I have provided a power shaft |50, which receives torque from any suitable power source, such as an engine, electric motor, turbine or the like. The shaft is provided with a driving gear |52 conjointly rotatable therewith either directly or through suitable clutch means. The gear |52 is inconstant meshing engagement with similar gears |53 and |54, carried on intermediate shafts |55 and |56, respectively, which shafts are in spaced parallel relationship.

It should be noted that the included angle from the axis of shaft |56 through the axis of shaft |50 and the axis of shaft |55 is less than 180, thereby insuring that shafts |55 and |56 are conjointly rotated in the same direction.

Each of the shafts |55 and |56 is provided with a driving pinion, indicated at |51 and |58, respectively, which pinions are preferably of the hypoid or skew type, and which are conjointly rotatable in driving engagement with a coacting gear |59 connected to the load. Thus it is apparent that the torque applied to gear |59 is transmitted equally thereto by the pinions |51 and |58, so that two sets of teeth are in constant driving engagement, consequently reducing the unit tooth pressure to approximately half of that necessary with a single pinion drive.

By providing two identical gears |53 and |54, mounted on parallel shafts so disposed with respect to the power shaft that the included angle is less than 180, I am able to thus divide the torque equally between the shafts, reducing the unit tooth pressure on the gear under load, and thus allowing either an increase in torque loading, or a decrease in the size of the ring gear.

I am aware that various changes and modifications may be made in the illustrated embodiments of the present invention without departing from the underlying principles thereof, and I therefore do not intend to limit the invention except as defined by the scope and spirit of the appended claims.

I claim:

l. In combination, a drive shaft, a pair of parallelly disposed intermediate shafts disposed in a vertical plane on one side of said drive shaft, a ring gear, pinion means integral with corresponding ends of said intermediate shafts and having meshing engagement with the same lateral face of said ring gear, and means on said driving shaft for transmitting driving torque to both said intermediate shafts.

2. In combination, a ring gear having gear teeth on one lateral surface thereof, a pair of pinions having simultaneous driving engagement with the teeth on said lateral surface of said gear on one side of a vertical plane through the axis of said gear, a main power shaft, and means carried by said power shaft for effecting rotation of both of said pinions in the same direction to transmit driving torque to said driven gear.

3. In combination, a rotatably mounted driven gear, a pair of vertically spaced pinions meshing therewith and having parallelly extending vertically spaced drive shafts disposed in a common plane normal to the axis of said. driven gear, and having common driving connection to said drive shafts for simultaneously rotating the same to transmit driving torque to said driven gear.

4. In combination, a rotatably mounted driven gear, a pair of vertically spaced pinions meshing therewith and having parallelly extending vertically spaced drive shafts disposed in a common plane normal to the axis of said driven gear, means having common driving connection to said drive shafts for rotating the same to transmit driving torque to said driven gear, and means for adjusting the meshing engagement between said pinions and said driven gear whereby both said pinions transmit equal driving torque to said driven gear. l

5. In combination, a ring gear, a main shaft extending normal to the axis of said ring gear, a pair of intermediate shafts disposed parallel to said main shaft and laterally offset on the same side thereof in a common plane normal to the axis of said gear on the tooth side thereof, driving means between each of said intermediate shafts and said ring gear, and means for coupling said main shaft simultaneously to both said intermediate shafts.

6. The combination of claim 5 characterized in the provision of means for selectively varying the driving ratio between said main shaft and said intermediate shafts.

7. The combination of claim 5 characterized in the provision of means for automatically maintaining uniform driving engagement between said intermediate shafts and said driven gear.

8. In combination, a driven gear having laterally extending gear teeth on one side thereof, a main power shaft, a pair of intermediate shafts disposed parallel to said main shaft and lying in a vertical plane extending normal to the axis of said gear on the toothed side thereof, the axes of said intermediate shafts being disposed above and below the horizontal center of said driven gear, common means simultaneously coupling said drive shaft to both said intermediate shafts for producing uni-directional rotation thereof, and means carried by said intermediate shafts having simultaneous driving engagement with said driven gear.

9. In combination, a hypoid ring gear, a pair of` hypoid pinions having meshing engagement therewith and having co-planar shafts extending normal to the vertical pla-ne through the axis of said ring gear and laterally away from the ring gear on the same side of said plane, a main drive shaft, and means for simultaneously rotating said pinion shafts in the same direction upon rotation of said drive shaft.

10. In combination, a driven gear, a pair of parallelly extending intermediate shafts having meshing engagement with said gear on one lateral surface thereof, a powerfshaft for driving both said intermediate shafts, and supporting means for said intermediate shafts rotatable to vary the effective torque transmitted by each of said shafts to said driven gear.

ll. The combination of claim l0 characterized in the provision of means for locking said rotatable supporting means in fixed position to insure uniform division of torque therebetween.

l2. In a rear axle construction, a differential having a ring gear secured thereto, a power shaft extending toward said differential, radially spaced parallelly extending intermediate shafts driven from said power shaft and having driving engagement with said ring gear, and means for selectively varying the driving ratio between said power shaft and said intermediate shafts.

i3. ln combination, a power transmitting shaft, a beveled ring gear having a gear surface on one lateral side thereof, and intermediate drive connections therebetween including two parallel shafts positioned on the said lateral side of said ring gear and engaging said gear surface, said parallel shafts being so disposed with respect to the power shaft that the axes thereof produce an included angle of less than 180.

14. In combination, a rear axle assembly including a differential having a ring gear, a pair of pinions having driving engagement with said gear, parallel intermediate shafts supporting said pinions, a power shaft, and means for operatively connecting said power shaft to said intermediate shafts to produce conjoint unidirectional rotation thereof.

l5. In combination, a rear axle assembly including a differential having a ring gear, a pair of p-inions having driving engagement with said gear, parallel intermediate shafts supporting said pinions, a power shaft, and means for operatively connecting said power shaftconjointly to said intermediate shafts in different driving ratios for driving said ring gear at different speeds.

16. In combination, a rear axle assembly including a differential having a ring gear, a pair of pinions having driving engagement with said gear, parallel intermediate shafts supporting said pinions, a power shaft, means for operatively connecting said power shaft to said intermediate shafts to produce conjoint unidirectional rotation thereof, and means supporting said shafts and rotatable with respect to said differential to vary the position of said pinions with respect to said ring gear.

17. In combination, a rear axle assembly including a differential having a ring gear, a pair of pinions having driving engagement with said gear, parallel intermediate shafts supporting said pinions, a power shaft, means for operatively connecting said power shaft to said intermediate shafts to produce conjoint unidirectional rotation thereof, and means for conjointly varying the position of said pinion shafts with respect to the plane of said ring gear.

18. In combination, a ring gear having a laterally extending gear surface ,on one side only thereof, a pair of parallel intermediate shafts extending normal to a vertical plane through the axis of said gear and disposed in a common plane on said one side thereof, means for conjointly rotating said intermediate shafts in the same direction, and pinions on said shafts drivingly engaging circumferentially spaced portions of said gear surface.

DONALD D. ORMSBY. 

